Auxiliary air-inlet device for explosive-engines.



D. E. JOHNSTUN & J. W. COOPER. AUXILIARY AIE INLET DEVICE PoR ExPLosIvE ENGINES.

APPLIUATION FILED MAYIG, 1913.

1,1 18,865.Q Patented Nov. 24, 1914.

wuzutou UNITED srAtrns PATENT onrroa.-

DONALD E. JOHNSTON AND JAMES W. COOPER, OF LOS ANGELES, CALIFORNIA..

u AUXILIARY .AIR-INLET DEVICE FOR EXPLOSIVE-ENGINES.

laisses.

Specification of Letters Patent.

Patented Nov. 24e 1914.

' Application filed May 16, 1913. serial No. 768,'122.

To aZZ whom it may concern Be it known that we, DONALD E. Jol-IN- s'roN and JAMES W. COOPER, citizens of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented new and useful Improvements in Auxiliary Air-Inlet Devices for EXplosive-Engines,-of which the following is a specification. The invention relates to an improved air control for explosive engines, in the use of which air in regulatable quantities may be introduced into the gas stream between the carburetor and manifold or at other appro- 'pricate place to provide for the ready governing of the richness of the mixture in accordance with the speed or load demands on the engine.

The main object of thel present invention is the provision of an auxiliary air control y in theuse of which air of any desired quanlso llarly to the tity can be introduced into the gas stream delivered to the manifold by the suction pull of the engine, the specific construction of the air control of this improvement insuring an even distribution of the air in its delivery to the gas stream to permit a thorough intermingling with the consequent obvious advantages.

The invention in its preferred form of details will be 'described in the following specification, reference being had particu#Y accompanying drawings, in Which:-

Figure 1v is a broken perspective view illustrating the application of our improvement to the intake pipe of the explosive engine. Fig. 2 is a vertical section of .the same. Fig. 3 is a central horizontal sectlon through the auxiliary air control.

Referring particularly to the accompanying, drawings, the improved aux1l1ary air control comprises a body 1 preferably of a more or less flat form, the body at appropriate points being formed with openings 2 .A to provide for securing the body in proper position between the carbureter and the mainfold. The particular formation of the body by the mannery of this attachment in lace is unimportant so far as the invention 1s; concerned, and we contemplate any desired variation in 'this respect to accommodate the devices to different types ofconnections.

The body is formed with an opening 3 of appropriate size and shape to accurately intake pipe when the vpoints is formed with register with the bore of the sections of the A device is in place, so that the body forms no interruption to the free passage of the gas stream from the carbureter into the manifold. Concentric with the opening 3, the body is further formed with a channel 4, said channel being arranged wholly interiorly of the body and so spaced from the opening 3 as to provide an annular wall between the opening and channel.

Opening from one edge of the body and extending in spaced parallel relationacross the body are passages 6 which latter are also arranged interiorly of the body except for their open ends. The passages 6 are-arranged on opposite sides of the channel 4 communicating with the latter at diametrically opposed points through lateral throats The edge of the body through which the passages 6 open is preferably of cylindrical form as at 8 and longitudinally cored at9 transverse the passages 6, the wall of the cylindrical portion 8 in line with the respective passages having openings' 10. Slidably mounted in the bore 9 of the cylindrical guide end 8 of the body is a hollow sleeve like valve member 11, which at appropriate diametrically opposed openings 12 whereby the passages 6 fmay, when the slide valve is in proper position be placed `in open communication with the atmosphere through the openings 10. The slide valve is of hollow construction throughout and open at the ends, and is further provided intermediate the openings 12 with a pin 13 passino' through a slot 14 in the wall of the cylin rical guide member 8, said pin beyond the guide member being adapted to-be connected with any suitable type of manually controlled lever, as for example, a wire 15 leading to the control lever within `convenient reach of thedriver.

The opening 3 in the body of the control device is in communication with the channel 4 by a series of minute perforations 16 formed in the wall 5, and these perforations extend' through the wall at'approximately 45 to the line diametrically of the opening 3 and passingthrough either end of the perforations. Furthermore the openings incline at about the same degree from the hori-. zontal, that is inclining upwardly from theA from the carbureter to the manifold. Considered circumiterentially of the" Wall the openings 16, which Will hereinafter` be termed delivery ports, have the same relative inclination and in the same direction, that is from any particular perforation the succeeding pertorations incline in the same general direction circumferentially of thel Wall.

rllhe openings 12 in the slide valve are preferably of the full size of the passages 6, .and as said valve is readily adjustable longitudinally oit the guide member 8, it is obvious that the degree of air entering the passages 6 can be readily controlled, it being understood that in any open position of the slide valve the air can enter the pasages 6 .from the valve by admission at the ends of the valve or through the valve by admission through the openings 10. ln this Way there are four air inlets to the body. rlhe air so admitted Will enter through the passages 6 f and throats 7 to the channel 4f, and as these lthroats communicate With the channel at diametrically opposite points, it is obvious that the air so delivered to the channel 'Will be clearly distributed inboth directions beyond the throats and that therefore in prac- "tiee, no one ofV the delivery ports Will admit a greater quantity ot air to the gas stream, than another. Furthermore by the peculiar arrangement oit the ports, that is their an- Sti guiar disposition, the air drawn in through the suction action of the engines is directed at such angular relation tothe gas stream as to necessarily-impart a whirling movement thereto. By the necessarily unitorm admission of air through the delivery ports and the resultant vvhlrling action imparted. to

imanes the gas stream a practically complete and thorough intermingling oit' the admitted air and gas stream is insured and hence What is known in lpractice as a complete mixture secured. rllhis is essentially important as it prevents an imperfect and therefore improper mixture reaching the engines as under such circumstances the advantages gained from the auxiliary air control Would be largely nulliied or of little benefit.

What 1s claimed is t l An auxiliary air control comprising a plate member adapted to be secured intermediate the sections of piping for the passage ot the fluid, said plate being formed With an opening uniform With and registering with the openings in the pipe sections, and With a kchannel surrounding and spaced from said opening, the Wall intermediate the channel and opening being formed With a series of ports establishing direct communication between said channel and openmg, said ports being approximately tangential to the Wall and approximately at an anglel of 45 from the horizontal, .the plate being further ormediwith spaced ports establishing communication betvveen the latmosphere and said channel at diametrlcally opposite DONALD E. JOHNSTON. JAMES W. COOPER.

Vitnesses:

E. E., Boss, A. VAN Donn.

s points, and means for controlling admission 

